Reinventing the Urban Interstate: A New Paradigm for Multimodal Corridors (2011) / Chapter Skim
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Pages 46-59
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From page 46... ...
The successful development of a new paradigm corridor depends on the ability of politicians, planners, and engineers to identify the critical characteristics of the corridor being studied, determine how to combine them and, in doing so, which tradeoff options to select. The key characteristics are listed below, followed by discussion of how they affect the tradeoffs discussed in Chapter 4, and ultimately, determine what type of new paradigm corridor will take shape: • Transportation facility type • Transit mode • Transit line speed/time cost • Freeway design • Corridor-level characteristics • A transit-receptive travel market • Clustered destinations and employment • Jobs/housing distribution • Corridor parking management • Metropolitan alignment • Station-level characteristics • Land use and urban design • Station parking • Freeway ramp touchdown locations • Station design and access alternatives Transportation Facility Type Characteristics Transit Vehicle Type/Mode The performance and success of transit in a multimodal corridor depends in part on the type or mode of transit system used.
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From page 47... ...
Typically, commuter trains run less frequently than other forms of rail transit, often only during peak periods. Commuter rail equipment and system design are comparable to HRT or LRT, but the route distances are often longer, ranging between 15 and 30 miles.
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Transit line speed new paradigm characteristics. 2TCRP Report 27: Building Transit Ridership, 1997, Transportation Research Board, Washington DC, p.
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and clustered residential stations on the other Transit-Oriented Corridor Qualities Park-and-Ride Access Corridor Qualities Transit-Optimized/Freeway Constrained Corridor Qualities Table 5-5. Clustered destinations and employment new paradigm characteristics.
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, but LAX is not directly served by the line: a shuttle must be taken from the Airport/LAX station to the airport. Ridership on the Green Line is substantial (roughly 42,000 average weekday boardings)
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"Travel Demand and the 3 Ds: Density, Diversity, and Design," Transportation Research D, 2, 3: 199–219, 1997. Transit-Oriented Corridor Qualities Park-and-Ride Access Corridor Qualities Transit-Optimized/Freeway Constrained Corridor Qualities • Radial alignment • Transit line serves more than one activity center along radial route (for example, each end of line serves a CBD)
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This is particularly important in multimodal corridor station areas where connections to interchanging transit lines, park-and-ride facilities, and adjacent developments should be convenient, weather protected, and compliant with the Americans with Disabilities Act (ADA)
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• Pedestrian-scale urban design • Short walking distances to station Table 5-9. Land use and urban design new paradigm characteristics.
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Interchange spacing new paradigm characteristics.
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Intermodal Station Design As discussed in the context of multimodal corridors, intermodal stations are designed to attract park-and-ride, kiss-andride, and bus feeder patrons. In new paradigm corridors, these stations are best placed at the terminal end of the transit line to attract automobile transfers from the freeway and at any freeway-to-freeway or large arterial-to-freeway interchanges along the spine of the corridor.
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Figure 5-5. Conceptual transit center and park-and-ride -- plan view.
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There is perhaps no better example of successful nonmotorized station access planning than in The Netherlands, where nonmotorized modes account for 62 percent of all station access trips.15 This enviable achievement is the result of both concerted policy mandates favoring nonmotorized planning and a widely shared nonmotorized ethos. The transportation planning and financing priorities of the country reflect this emphasis.
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In the 10 years since bikeways were introduced, cycling's share of total trips has risen from less than 1 to roughly 4 percent.15 Table 5-14 suggests the most appropriate station access measures for each new paradigm corridor type. Summary and Conclusions Transit-oriented corridors: • High-capacity/fixed-capital-asset transit modes such as heavy rail, light rail and BRT • Transit-dependent-rich market • Concentrated station-area land uses: • Distributed nodes maximize activities served along entire route • Clustered mixed-use destination(s)
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From page 59... ...
roughly mid-point in the corridor that gives transit a travel time advantage in CBD side of corridor. • Transit-oriented corridor qualities downstream of freeway bottleneck • Park-and-ride access corridor qualities upstream of freeway bottleneck • Intermodal stations only at terminal corridor locations and major freeway-tofreeway interchanges • Ramp touchdowns far from stations • Emphasis on communityoriented station access modes • "Green connectors" provided where possible to encourage nonmotorized station access • Most corridor stations are intermodal • Ramp touchdowns near stations • Large park-&-ride lots near station entrances • Kiss-&-ride zones near station entrances • Bus bays near station entrances • Downstream (non-CBD)
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